Torque increasing opposite direction engine

ABSTRACT

A torque increasing opposite direction engine employs not a combustion pressure but a high pressure medium by using a differential shifting distance and velocity per angle and a differential equivalent distance of a crank radius depending on a crank angle to thereby have a common joining section of two pistons reciprocating each other in such a way that each upper dead point of two pistons presents in the upper dead point of any one piston in an opposite site to reduce a volume of the combustion chamber in burning. The inventive crank radius is same or different and a suction and an exhaust valves are positioned to a site away from an upper dead point of the piston located at the upper dead point in burning. When one piston is an upper dead point another piston is past the upper dead point. When the equivalent distance is large, a combustion pressure in a narrow space is increased by narrowing the distance between two pistons, thereby increasing a generated torque.

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a torque increasing opposite directionengine; and, more particular, to a torque increasing opposite directionengine capable of generating a torque in a site, where an equivalentdistance(r sinθ) of a diameter of a crank proceeding a bottom deadpoint, when an exhausting pressure is maximum, is longer than that of aconventional crank by using an combustion chamber which is smaller thanthat of a conventional chamber, wherein one crank pin is in an angle of0°, while another is in an angle of optional, and capable of increasingthe torque in a machine by using a high pressure medium and no burning afuel.

BACKGROUND ART

In a conventional opposite direction engines, two pistons having thesame upper dead point are reciprocated as shown in FIG. 1A, wherein acrank pin is subjected to a phase difference and a piston reciprocatingarea is not partially held in common, a fuel injecting valve is moundedon an upper dead point of two pistons as shown in FIG. 1B, or a maximumcompression is generated at an upper dead point by compressing twopistons likewise a general opposite direction engine using one piston.When two pistons have the same upper dead point, a suction and anexhaust valves are disposed to both sides of a cylinder at the upperdead point. In this case, two crank pins are different of a phase fromthe case as shown in FIG. 1C. As a result, when a piston positioned in abelow of an upper dead point before a fuel is not burned, is proceed tothe upper dead point, the fuel is injected and compressed to therebyreach to the upper dead point, thereby completing the burning of thefuel.

Since, however, the piston positioned in the below of the upper deadpoint before the fuel is not burned, is shifted toward a bottom deadpoint in the same distance, length between the two pistons in case of nopartially holding in common the reciprocating area at the same conditionis fifth larger than that in the contrary case. Further, since a fuelinjecting valve body is disposed within the cylinder from the upper deadpoint of two pistons and an upper side of a piston shifting into theupper dead point in bring and meeting with the fuel injecting valve isnot extended in order to allow the piston to strike to the fuelinjecting valve such as an opposite piston, the distance between twopistons is added to the half of an outline of the fuel injecting valve.As a result, if the common joining area is present during two pistons isreciprocated and the diameter and the crank angle of each of the cranksis same to each other, an amount of the mixing gases mixed with a theorycombustion rate of air and fuel is further requested or the fuel isfurther supplied than the fuel combustion rate in order to generate thesame combustion pressure thereby increasing the fuel consumption.Further, the compression rate is same or decreased at the combustionchamber having a large volume so that it is impossible to generate atorque at a leak mixing rate. Although the compression rate is same, thetransferring time of a frame is lengthened because the surface area ofthe combustion chamber is large, thereby deleting the frame, in turn,thereby expanding the frame in an incomplete combustion condition andthereby decreasing the combustion pressure. Furthermore, although thecombustion of fuel is completed in a position, where the distancebetween two pistons is narrowest so as to obtain a complete combustion,the combustion pressure is high, while a rotation force is generated bya difference of an equivalent distance between the diameters of each ofthe pistons. Therefore, two crank pins give a difference of phase andthe reciprocating pistons have not a common joining area so that thedistance between two pistons or the volume of the combustion chamber maybe small, thereby improving an output of engine. When the action asdescribed above is not performed, the engine output is decreased andeven though is increased, it is a shortcoming that the increased amountis not satisfied and the fuel consumption is increased. Accordingly,although the equivalence distance of the diameter of each of the cranksis lengthened by differentiating the angle of each of the cranks inorder to improve the output of engine at the theory combustion rate, thevolume of each of the combustion chambers and the compressive rate aredifferentiated to thereby allow the combustion pressure to reduce about⅕ or over after the combustion is completed because the distance betweentwo pistons are large when each of the combustion chambers formed on thesurface thereof have a same volume.

On the other hand, in an opposite direction type engine, it isimpossible for a forfeit valve to be used as commonly available valve.Therefore, a rotational valve is used, however, an inlet and an exhaustvalves are mounted on an upper dead point of the rotational valve,thereby entailing a leakage of a high combustion pressure through asliding surface of the valve. Further, when two crank angles aredifferent to each other, the maximum compressive point in burning thefuel is past upper dead point of one piston and is before upper deadpoint of another piston such as a conventional type, thereby beingminimum. Accordingly, until the rotational force of the pistonpositioned before upper dead point is generated past upper dead point,the rotational force is generated by a difference of the equivalentdistance of each of the crank diameters. When the equivalent distance ofthe crank pin positioned to before upper dead point in burning is large,the combustion pressure is large to thereby push the piston to oppositedirection against the rotating direction due to the difference of theequivalence distance, thereby not generating the engine start.Furthermore, when the engine is intended to allow two pistons to injectpast upper dead point, the crank angle being a maximum pressure has aconsiderable different in such a way that a beat generated by thecompressive pressure is cooled and the compressive rate is low, therebybeing difficult to inject in easy. Further, the piston is moved to bothdirection regardless the volume of the combustion chamber so that alarger torque is not generated.

DISCLOSURE OF THE INVENTION

It is, therefore, a primary object of the present invention to providean opposite direction engine capable of improving a heat efficiency byending a stroke of a piston and rapidly dropping absolute temperature(T≃PV) and of increasing a torque by means of a higher combustionpressure when an equivalent distance of a diameter of each of two cranksis large.

In accordance with the present invention, there is provided A torqueincreasing opposite direction engine, the engine comprising:

a V-shaped cylinder block formed in a straight line or in parallel,wherein two center lines of the cylinder positioned to both sides of acrank shaft are in a straight line, the cylinder block including anexhaust valve formed in a position of the cylinder having a lowercombustion pressure, an inlet and outlet valve formed in an oppositionof the cylinder, a valve positioned to a position where an exhaust gasis further exhausted by two pistons or a piston and a cylinder liner tubin an exhaust operation or a cylinder liner positioned to a positionwhere the cylinder block can be cooling by a cooling water or a heatradiating plate or not using, and an exhaust port penetrated towardupper dead point in case of using a higher pressure medium; and

a crank shaft corresponding to a cylinder and two pistons capable ofreciprocating a plurality of into three directions having a commonjoining areas, the plurality of crank pins having a diameter of 15 mm orover, respectively, a first crank pin disposed to a center, theremaining crank pins having a same diameter or a different diameter,wherein crank pin to the first cylinder being 0°, and another crank pinbeing 80° to 173°, while if two pistons have not common join areas, onecrank pin being 0°, and another crank pin being 130° to 173°;

wherein the upper surface of two piston is substantially planarexcepting a portion where a flow is generated, the cylinder liner tub isfunctioned as a valve in the cylinder, a cylinder liner and a piston,and further including a tensionnor capable of selectively using with acylinder head having a directional valve, a cylinder liner and aS-shaped magnetic insulting conductor.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects and features of the present invention willbecome apparent from the following description of preferred embodimentsgiven in conjunction with the accompanying drawings, in which:

FIGS. 1A to 1C illustrate a schematic sectional view of a conventionalopposite direction engine;

FIG. 2 shows a partially cut-out front view for showing an oppositedirection engine in accordance with a first embodiment of the presentinvention;

FIG. 3 represents a left elevation view of FIG. 2;

FIG. 4 depicts a detailed exploded view of a cylinder block of FIG. 2;

FIG. 5 set forth a plan view of FIG. 2;

FIG. 6 is a partially cut-out front view for showing a cylinder block inaccordance with a second embodiment of the present invention;

FIG. 7 is a left elevation view of FIG. 6;

FIG. 8 is a partially cut-out right elevation view of FIG. 7;

FIGS. 9A and 9B are a front and a plan views of a crank shaft of FIG. 2,respectively;

FIG. 10 is a sectional view taken along C—C line in an area of A—A andB—B lines of FIG. 9;

FIGS. 11A and 11B are a front and a plan views for illustrating a memberfor gripping a cylinder liner in the embodiments of the presentinvention, respectively;

FIGS. 12A and 12B are a front and a right sectional views of S-shapedmagnetic insulating conductor inserted into a shaft of an exhaust valvein the embodiments of the present invention, respectively;

FIGS. 13A and 13B are a front and a bottom views of a cylinder liner tubfunctioning as a piston and a cylinder liner and a valve in the cylinderin accordance with the embodiments of the present invention,respectively;

FIGS. 14A and 14B are a front and a bottom views of the cylinder linerbetween an inner side and the piston of FIG. 13; and

FIG. 15 is a diagram showing an angle relationship between two crankpins.

MODES OF CARRYING OUT THE INVENTION

The present invention employs that when a piston operates from an upperdead point to a bottom dead point and vice versa, a distance and avelocity per a crank angle are different to each other and that anequivalent distance of radius of each of cranks is different accordingto the crank angle. If the equivalent distance is large, a body of afuel injecting valve is not inserted into a cylinder to thereby reduce acombustion chamber. Further, if two pistons have a common joiningsection during reciprocating, the surface area of the combustion chamberto the volume thereof is small in burning due to a velocity differenceof two pistons. Accordingly, when the combustion chamber formed at asurface of the piston is same condition, the volume of the combustionchamber in accordance with the present invention becomes ⅕ and less thanthat of the prior art embodiment as described in FIG. 1 to therebyobtain 5 or more output. The present invention includes a firstembodiment consisting of FIGS. 2 to 5 and a second embodiment consistingof FIGS. 6 to 8. According to the present invention, two pistons serveas a piston and a cylinder head and perform two strokes and four strokesof a suction, a compression, an explosion, and an exhaust. One crank pinadjacent to an upper dead point is pushed by a piston in an oppositedirection to the rotating direction due to a combustion pressure or acompressive pressure in such a way that it is hard to be rotated byprogressively increasing in size a force directing into a center of ashaft, whereas another crank pin rotates in easy relative to one crankpin and continuously rotates in the rotating direction by the differenceof the equivalent distance of radius of each of the cranks to therebyreach to the upper dead point, hereinafter, rotates by the equivalentdistance of radius of the respect cranks.

Table 1 presents values measured a distance between two pistons andexpressed in terms of 10° from 60° of the upper dead point in advance tothe upper dead point, wherein when θ1 is 0°, θ2 is θ as a perpendicularangle.

θB CONNECTING θA 0 10 20 30 40 50 60 ROD 10 0.0 0.4 3.0 8.1 14.9 23.334.6 146 141 15 0.1 0.3 2.3 6.9 14.5 22.0 35.0 ″ ″ 20 0.4 0.0 2.0 6.212.1 20.2 29.7 ″ ″ 25 0.6 0.0 1.6 4.9 10.8 18.3 27.7 145 ″ 30 0.9 0.01.4 4.5 9.8 17.1 26.4 ″ ″ 35 1.1 0.0 0.9 3.6 8.6 16.0 24.6 144 ″ 40 1.20.0 0.4 3.3 8.0 14.3 23.0 ″ ″ 45 1.5 0.0 0.3 2.5 7.0 13.1 21.0 143 ″ 502.3 0.3 0.3 2.2 6.2 11.9 19.7 141 ″ 55 2.3 0.4 0.1 1.9 5.5 11.0 17.2 140″ 60 3.3 0.6 0.0 1.8 5.0 10.1 16.8 139 ″ 65 4.0 1.3 0.3 1.4 4.2 9.0 15.3137 ″ 70 4.4 1.5 0.0 1.0 3.9 8.2 14.0 136 ″ 75 5.2 1.6 0.0 0.6 3.2 7.112.2 135 ″ 80 6.3 1.8 0.0 0.5 2.3 6.4 11.5 132 ″ 85 6.8 2.5 0.3 0.4 2.25.5 11.0 130 ″ 90 7.3 3.0 0.9 0.3 2.0 5.3 10.1 129 ″ 100 7.8 3.5 0.5 0.00.8 3.1 7.2 ″ ″ 110 8.0 4.2 1.6 0.2 0.8 2.8 6.2 ″ ″ 120 8.7 4.5 1.7 0.02.0 1.4 4.3 ″ ″ 130 8.6 4.8 2.7 0.3 0.5 1.5 4.0 ″ ″

As best shown in table 1 obtained by FIG. 15, a compressive pressure dueto the difference of the equivalent distance of radius of the respectivecranks serves as a rotational force in part in 0 position of thetable 1. In table, L1 and L2 mean legs of a connecting rod, which iscorrected to a small radius crank and a large radius crank. For instant,as shown in FIG. 15, each radius of θ1 and θ2 cranks is 42 mm. When θ1is 0°, θ2 showing an angle between two crank pins is θ as aperpendicular angle as shown in table 1. When θ1 is 0° to 60° as anangle from an upper dead point to the upper dead point in advance, thevalue measuring a distance between two crank pins is mm number intable 1. Further, when the difference between two crank pins is large, 0point is shifted on the right side, whereas when the differenttherebetween is small, 0 point is shifted on the left side. Further,after completing the combustion, two pistons performs an exhaust action,wherein one piston not positioned to the upper dead point is down into astroke section of another piston positioned thereto. However, a crankangle capable of using a combustion pressure is small to therebydeteriorate a heat efficiency, thereby being unfavorable to perform thecompression and to allow a knocking to generate. On the contrary, whenthe different between two crank pins is small, a combustion pressurejust after a combustion cannot use in optimum. The absolute temperatureis not rapidly reduced, but it is favorable to perform the compressionand the crank angle using the combustion pressure becomes a large.

Since the absolute temperature is rapidly reduced, the outer walls ofthe cylinder valve is cooled by a radiant heating plate without having acooling water. Thus, a lidena 56 shielding and sealing a valve shaft isdisposed at one side thereof, whereas a stopper fuels up at another sidethereof or a pressure air get into the inner portion of the shaftthrough the stopper. Further, in die casting, a cylinder block isprepared by forming a core as a cylinder liner made of a premachinedcast iron in order to work in easy or if the cylinder liner is made ofaluminum alloy, the cylinder block is coated by a resistant wearmaterials.

In case of an indirect injection, one embodiment for supplying a voltageinto a surface of a piston uses that a velocity is slow at a nearbyupper dead point. When the voltage generated by a distanceharge issupplied into a side electrode of the piston at a side of the cylinderin such a way that one to three electrodes which are embedded ordisposed to one piston of a combustion chamber formed on the surfaces oftwo pistons spark. Further, in accordance with the another embodiment ofthe present invention using an injection plug, another piston can earthinto the plug in injection time by a sliding spring grounded to thecylinder block. In case of a direct injection, a portion or two portionsof the upper end of two pistons get partially dug to thereby secure aninjected fuel passage and a shape of the combustion chamber formed onthe surface of two pistons is different or same, but cross each other,or the center point of the shape is eccentric in such a way that beforeand beyond an ignition a turbulence flow of the combustion chamberbecomes a large within a permitted limit of surface area to the volumeof combustion chamber.

Hereinafter, as shown in FIG. 15, when θ1 is 0°, a first piston, a firstupper dead point, and a first crank pin are placed to a lower portion ofFIG. 15, whereas when θ2 is 0°, a second piston, a second upper deadpoint, and a second crank pin are placed to an upper portion thereof. Acrank angle during a stroke of a piston is θ1. If need, an exhaust valveand a hole for use in a valve disposed to a shaft of a valve can replacewith a exhausting shaft and a valve, respectively, according to userselection. Further, In a first and a second embodiments, a tub having asuction and scavenging hole at a side and an exhausting hole at otherside for functioning as a cylinder liner and a piston can replace with aliner tub (a second piston). It is normal that a connecting rod is toallow a middle portion thereof to be eccentric from a center line of awidthwise of a larger end thereof. A stopper which is connecting with adirectional valve covering an upper end of a cylinder can replace with acylinder head. Furthermore, it is fed that a stationary member isfastened by a bolt and a nut, and a bolt and a tap site, whereas it isrotated that a moving member is fastened thereby. The inventive engineincludes a radiant heat plate, an oil pump, a compressive air storagetank, a generating means of the compressive air and so forth.

In accordance with a first and a second embodiments of the presentinvention, it is preferred that a crank shaft is used. Accordingly, thepresent invention makes a small time and cost of processing, weight, etcrather than uses two crank shafts while generating an compressive airrequired into each of the cylinders no helping outside aid and making asmall. Since a torque angle is generated at intervals of 90° and a crankshaft is rotated once, a balanced torque than an angular velocity isgenerate. The present invention includes a V-shaped cylinder block asshown in FIGS. 3 and 5, a crank shaft as shown in FIGS. 9 and 10, acrank shaft cylinder liner tub 173 having a radius which is replaeedwith each other or same, a first piston with an embedded electrode, asecond piston without having an electrode, a cylinder head 191, aS-shaped magnetic insulating conductor 143 for transferring a voltageinto an electrode 175 placed to a side of the first piston and insertedinto an exhaust valve, a cylinder liner 176, a member for gripping thecylinder liner 176, a bolt 172 and a pin 173-5 for fixing the secondpiston. One crank pin is provided with two connecting rods having a samelength, respectively, for reciprocating the first piston and thecylinder liner tub 173.

Referring to sections of the crank angle, the sections comprises acombustion pressure serving as a rotating force operating section of 0°to 90°, an exhaust gas exhausting section by two pistons of 90 ° to200°, a scavenging section of 200° to 240°, a suction section of 240° to280°, a compressive section compressed by a low compressive rate of 280°to 335°, a combustion section increasing a pressure in a combustionchamber by a high compressive of 335° to 355°, and a section forpartially applying a contrary force to a rotating direction by acombustion pressure of 355° to 360°. However, an opening time and anignition tie of a pressure valve and the sections are changed depend onthe rotation number and the scavenging operation is performedsimultaneously with an opening of an exhaust valve.

FIG. 3 is a front view of the first embodiment of the present invention.As shown, a crank angle is 0° to the second cylinder and a first pistonis placed to an first upper dead point under a connecting rod isremoved. Further, valves 176-2 and 173-1 is placed in such a way thatthe first piston is passed an upper portion of a suction hole 78 at 76°of the first upper dead point in advance, thereby completing a suctionoperation simultaneously with a valve is closed. An exhaust gasgenerated in each of the cylinders enters a hole 51 penetrated in aninner portion of a shaft through a hole 55 penetrated inward thecylinder and then is exhausted to an exhaust manifold 53 through a hole52 penetrated toward an outside of the shaft. The exhaust valve isclosed just before the suction.

The cylinder liner tub 173 performs a rectillineal sliding movementbetween an inside of the cylinder and an outside of the cylinder liner176, thereby performs a valuing operation between the suction and thescavenging holes 78 and 78-1 and the exhaust hole 55 positioned to theside of the cylinder. The suction hole 78 is connected to a compressiveair storage tank and a connecting pipe 79. The side of the cylinder ispenetrated in angular through the suction hole 78 of a first and a thirdcylinders, while the other side thereof is penetrated through that of asecond and a firth cylinders. The second piston in an inside of thecylinder liner tab 173 is fixed by the bolt 174 and the pin 173-5positioned at top thereof to thereby compress from a space of a bolthead 174. The bolt head 174 is smaller hand a hole of a connecting tap191 formed on the cylinder head on which a directional valve is mounted.When the compressive is completed, the bolt head is inserted into thehole to thereby minimize between the cylinder liner 173 and the cylinderhead 191, thereby obtaining a maximum compression. The compressed air issupplied through the directional valve into the storage tank, but it ispreferred to use a plurality of piston rings with regard to a leakageamount in the course of compressing due to one piston ring. Further,when a pressure of the storage tank is insufficient, an air is suckedfrom outside to the tank with a pressure which is higher thanatmospheric pressure and secondarily compressed, thereby making a high apressure of the tank.

An upper end of the cylinder liner 176 is inclined to about 23° fromoutside to inside to thereby reduce a sliding resistance during a ringpositioned to the second piston moves down to the first upper deadpoint. At this time, a thick of the cylinder liner 176 is thin about 1.5mm or less as possible, because the combustion gas enters between thering of the second piston and the inside of the cylinder liner tub 173during the ring moves up to the second bottom dead point. A jaw 173-3 ofa lower portion of the cylinder liner 176 fixes the cylinder liner byrotating the jaw to a center of a member (FIG. 11) for gripping thecylinder liner and screwing the member into a tap portion of a crankchamber with a bolt in order to be not rotated by two pins 142-2positioned to both sides of a dot line 142-1.

The bird ring of a lower portion of the first piston is positioned to asite lower than the position, where suction and scavenging hole 176-2and the exhaust hole 176-1 is positioned to a side of cylinder liner176, thereby preventing the sucked mixing gas or the exhaust gas fromentering into the crank chamber. Further, a S-shaped voltage transmitter143 is rotatably inserted into a shaft of the exhaust valve fortransmitting a voltage into an electrode 175 under the side of the firstpiston. The outer portion of the transmitter is made of magneticinsulator, while the inner potion thereof is provided with a conductor143-1 for transferring a voltage and a material capable of preventing amagnetic field from breaking due to the difference of a heat expansionbetween the conductor and the magnetic field is covered around theconductor. It is preferable that the conductor 143-1 has a elastic tothereby restore an elasticity larger than a thickness adding a thicknessof the cylinder liner tub 173 and that of the cylinder liner 176 so asto have a sufficient contact between the electrode of the first pistonand that of the ignition plug 77. In the ignition time, the proceedingdirection of the first piston is similar to the rotating direction ofthe valve 85 to thereby allow the contacting time of two electrodes tobe lengthened. A tab 72 for fixing a beating housing so as to grip ashaft is disposed to a side of a block.

A cooling water mounting section 70 is disposed to a side of a secondcylinder (not shown), though which a cooling water is supplied through acooling passage 152 into an outer wall of a first and a third cylindersin left. Each of the cylinders is provided with a cooling drain port 59,which makes higher in order to smoothly circulate the cooling water. Anoil supplied into of a crank shaft is pumped by only one oil pumpthrough an oil filter mounting tab 66, a drain port 74 of a pump, aninlet port of the filter 67 and an oil passage.

FIG. 4 shows a partially cut-out right elevation and sectional viewmaking a front view of the first embodiment of the present inventionmake upright in right. As shown, the present invention includes anignition electrode 175 formed on the first piston, a scavenging andsuction hole 176-2 formed on the firth cylinder liner 176, and ascavenging and suction hole 173-1 formed in the cylinder liner tub 173as shown in a dot line.

FIG. 5 shows a front view of the first embodiment of the presentinvention indicating an ignition order of each of the cylinders with #.As shown, the present invention includes an exhaust port of an exhaustvalve mounted through a hole of an exhaust manifold 53 and a plug forsealing a shaft at both ends thereof and a connecting rod having a smalldistance in order to obtain two strokes by way of a direct injectionmeans. In accordance with the direct injection method, a fuel injectingvalve is mounthed on a nearby upper dead point positioned at top of theexhaust valve shaft and need not an igniting machine and a suction valvein such a way that a combustion air is sucked through a hole inscavenging by way of a scavenging valve and the scavenging operation iscompleted by the exhaust valve. On the contrary, in accordance with anindirect injection method, a connection rod has a lengthened distance, acylinder liner 176 and a member (FIG. 11) for gripping the cylinderliner does not use by using each of the points away from the crankshaft, and the cylinder liner tub 173 is not provided with a secondpiston therein. In this embodiment, when the direct injection isperformed without having an ignition machine, a fuel injection valve 76is disposed to a portion or two portions to about 2 to 5 mm from anexhaust valve 185 toward a crank shaft 150 to a first upper dead pointof a first piston. In case of the indirect injection, a voltagetransmitter and an electrode can be disposed to an inner and outer sidesof an upper end of the cylinder liner tub without having a S-shapedmagnetic insulating conductor. At this time, the rotational valve can beremoved. Further, this embodiment uses that an ECU decides an ignitiontime depending on a rotating number of an engine and a sprocket mountedon a crank shaft is disposed to a center of the engine. Two tensionersinterconnected to each other are controlled by way of a tension controlmethod, but the tension is not changed. As a result, when the tensionbecome a strong in the same direction with the rotating direction of avalve, the rotation of the valve makes go ahead so much an amount inproportional thereto, while when the tension become a strong in anopposite direction therewith, the rotation thereof is behind in so muchan amount thereof. A rotating angle of the tensioner for controlling theopening and closing time of the valve and the ignition time thereof iscontrolled by a hydraulic piston.

In the first and the second embodiments, an air can be sucked throughtwo directional valves into a cylinder head 191 and compressed withouthaving a suction port 110 in a side of a cylinder.

Furthermore, the engine of the present invention can be operated by nota combustion pressure but a high pressure medium which has not ancompressing process to thereby not consume a part of the rotating forceby disposing a valve in adjacent to a position which become a minimumdistance between two pistons, in generating a power by pushing twopistons.

In accordance with the second embodiment of the present inventionemploying an indirect injection method, one crank shaft and a equivalentcylinder block performs four strokes, thereby improving a heatefficiency relative to two strokes. Such an embodiment includes anequivalent cylinder block as shown in FIGS. 6 and 7, a crank shafthaving an oil hole penetrated at center of width of a narrow crank pinas shown in FIG. 9, a bolt hole of a member (FIG. 11) for gripping acylinder liner, but twisting so much that of 90°, and a connecting rodconnected to a portion of a crank pin and a middle portion connected toan outside of a bearing by a pin. The remaining is similar to that asdescribed the above first embodiment. In order to realize four strokes,one cylinder is provided with an exhaust axis 185 and a suction andscavenging shaft 183 with a suction hole and a scavenging holes 147-1and 147, the length of two shafts having a little small. Referring tosections of the crank angle from a suction operation to an exhaustoperation, the sections comprises a section for operating a combustionpressure in a rotating direction of 0° to 125°, an exhaust gasexhausting section by two pistons of 125° to 240°, a scavengn section of240° to 280°, a section for closing a scavenging and a suction and anexhaust valves of 280° to 444°, a suction section of 444° to 582°, acompressive and combustion section of 582° to 715°, and a rotatingsection by a difference of an equivalent distance between radius of twocranks of 715° to 720°. However, each of the sections can be changed andthe combustion section can be changed depending on the routing number ofthe ignition time, thereby performing four strokes by the indirectinjection method

FIG. 6 shows a front view of the second embodiment of the presentinvention. This second embodiment is similar to that of the firstembodiment as described above, thereby performing four strokes by theindirect injection method. Accordingly, the detailed description thereofis omitted for convenience's sake.

FIG. 7 shows a left elevation view of the second embodiment of thepresent invention. As shown, a cooling water pumped at a cooling waterpump mounting portion 70 positioned to a side of a second cylinder flowsalong an outer wall of the second cylinder. A lower portion of thesecond cylinder is provided with a cooling exit 200 which can supply thecooling water into an outer wall of the first and the firth cylinder inan opposite site. A pipe is connected to an entrance 201 which ispositioned under of the firth cylinder in an opposite site of the exitand at outside of a cylinder block of an exhaust valve shaft 185 tothereby supply the cooling water into an outer wall of the cylinder inan opposite site. Therefore, the cooling water warming along the outerwall is drained into a drain port 59 positioned at top of the firstcylinder and a drain port 59 positioned at top of the third cylinder andthe exhaust valve shaft 185.

FIG. 8 shows a right elevation view of the second embodiment of thepreset invention, wherein an ignition order is indicated with # and afirst and a second cylinders is cut-out.

The second embodiment is similar to the first embodiment except that twoV-shaped cylinder blocks are employed. A center lined of at cylinder isnot in straight but in parallel. When a rotational valve is employed, ahole of a valve is used to two strokes, allowing one equivalent cylinderblock to simultaneously generate a torque at the first and the thirdcylinders and the second and the firth cylinders.

Increasing a crank pin within a limit permitting a twisting vibration ofa crank shaft, a six-cylinder or a eight-cylinder can be prepared.Without a common joining section of two pistons, a remaining site of asurface of two pistons is substantially plane except for a turbulentflow generating site to thereby reduce a volume of a combustion chamber.

As described above, in the conventional engine, when a same or less loadas a combustion pressure is applied to an output side thereof at somepast an upper dead point, the combustion pressure serves as a smalltorque and a larger force toward a center of a crank shaft and a hightemperature and a high pressure is changed into a low pressure duringheat is radiated into a surface area of a combustion chamber, therebystopping the engine. However, the present invention can reduce acombustion pressure or allow the pressure to be not radiated to thecenter of the shaft and generate a larger torque because the pressure ishigh due to a larger equivalent distance of the crank radius. Further,after completing the combustion, since the piston is rapidly expanded,the absolute temperature is rapidly drop down to thereby not increasehydrocarbon and generate a small amount of nitrogen oxide under acondition no employing an exhaust gas recirculating method and beshifted by two pistons a lot of distances at the same time under hightemperature condition, in turn, since the heat absorbing time against asurface of a space formed in expansion becomes a small, having aadvantage of using a heat or a pressure. A metal vibrating sound isgenerated from each part of the engine due to a compact wave generatedin burning to thereby cause a noise. However, the inventive engine isthe same as the velocity of the compact wave and the angular velocity ofthe crank shaft when a crank shaft is 0°, thereby partially absorbingthe compact wave by a facing piston and reducing the noise. Further, theconventional engine should delay a combustion time or cannot use a highpressure shaft in order to restrict the production of nitrogen oxide,while there is no necessity for delaying in accordance with theinventive engine. Further, the inventive engine can perform a combustionby using a high pressure shaft having a mixing rate lower than thetheory combustion rate. Although the rotating number of the inventiveengine is increased, it is difficult to get scorched and sticks to abearing of a crank shaft. If same displacement the inventive engine is asmall engine, but an output of a large engine is achieved by increasinga torque, thereby reducing an atmosphere pollution. Further, arotational valve using a cam shaft and a spring is employed to therebyeasily open and close in comparison to the forfeit valve, and since aheat of high temperature in the engine is rapidly dropped down by twopistons in cooling the engine, a heat load of a cooling pump, a radiatoror a radiant heating plate is reduced by a lengthened warning up time ofa cooling water or the radiant heating plate. The volume of thecombustion chamber and the distance between two pistons is small under alarger equivalent distance condition (⅕ or less), thereby improving theoutput and having a small surface area against the volume of thecombustion chamber at the time of combustion and a simple s structure.

While the present invention has been described with respect to certainpreferred embodiments only, other modifications and variations may bemade without departing from the spirit and scope of the presentinvention as set forth in the following claims.

What is claimed is:
 1. A torque increasing opposite direction engine,the engine comprising: a V-shaped cylinder block formed in a straightline or in parallel, wherein two center lines of the cylinder positionedat both sides of a crank shaft are in a straight line, the cylinderblock including an exhaust valve formed in a position of the cylinderhaving a lower combustion pressure, an inlet and outlet valve formed inan opposition of the cylinder, a valve positioned where an exhaust gasis further exhausted by two pistons or a piston and a cylinder liner tubin an exhaust operation or a cylinder liner positioned where thecylinder block is to be cooled by cooling water, and an exhaust portpenetrated toward upper dead point in case of using a higher pressuremedium; and a crank shaft corresponding to a cylinder and two pistonsfor reciprocating a plurality of crank pins into three directions havingcommon joining areas, the plurality of crank pins each having a diameterof 15 mm or over, a first crank pin disposed to a center, the remainingcrank pins having a same diameter or a different diameter, wherein onecrank pin to the first cylinder being 0° and another crank pin being 80°to 173°, while if two pistons have no common joining areas, one crankpin being 0° and another crank pin being 130° to 173°; wherein the uppersurface of two pistons is substantially planar except a portion where aflow is generated and the cylinder liner tub is functioned as a valve inthe cylinder, a cylinder liner and a piston; and wherein the enginefurther includes a tensioner capable of selectively using with acylinder head having a directional valve, a cylinder liner and aS-shaped magnetic insulating conductor.
 2. The engine according to claim1, wherein said V-shaped cylinder block is formed in parallel, the crankpin having only one formed oil holed.
 3. The engine according to claim1, wherein a combustion pressure of a gasoline engine is generated byintroducing a premixed mixing gas through a rotating valve into thecylinder regardless the rotating direction of the crank shaft, a voltageis supplied until an electrode of the upper surface of the pistons isreached by employing a premixing technic for selectively and directlyinjecting a file into the cylinder and by performing an electrical atthe side of the cylinder where one to three electrodes are embedded ordisposed on the upper surface of the piston or in the cylinder linertub, in case of a direct injection of a diesel engine, a passage of aninjected fuel is obtained by differently, similarly, and forming therespective surface aspects of two piston in order to have a larger flowduring an ignition is preformed at a position about 2 to 5 mm away fromthe upper point, or one or two upper portions of the pistons having acenter aspects are partially recessed.